CN107487318A - System and method for controlling power transmission system of vehicle - Google Patents

System and method for controlling power transmission system of vehicle Download PDF

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Publication number
CN107487318A
CN107487318A CN201710441302.6A CN201710441302A CN107487318A CN 107487318 A CN107487318 A CN 107487318A CN 201710441302 A CN201710441302 A CN 201710441302A CN 107487318 A CN107487318 A CN 107487318A
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China
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moment
torsion
reduction speed
engine
motor
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CN201710441302.6A
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Chinese (zh)
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CN107487318B (en
Inventor
马克·斯蒂芬·耶马扎基
斯科特·詹姆斯·汤普森
约书亚·尼古拉斯·得伟
罗吉特·乔赫里
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/11—Electric energy storages
    • B60Y2400/112—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/60—Electric Machines, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/80—Differentials
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • Y10S903/91—Orbital, e.g. planetary gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
    • Y10S903/919—Stepped shift
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Abstract

A kind of system and method for controlling power transmission system of vehicle, including operable to promote the engine of the vehicle and motor, methods described includes the power transmission system of vehicle：The moment of torsion of motor is set to reduce with the first moment of torsion reduction speed from the torque level higher than minimum motor torsional moment in response to deceleration request.Make the moment of torsion of engine in response to the deceleration request with less than the reduction of the second moment of torsion reduction speed of the first moment of torsion reduction speed.

Description

System and method for controlling power transmission system of vehicle
Technical field
This disclosure relates to the system and method for controlling power transmission system of vehicle.
Background technology
When their pin is removed (commonly referred to as " accelerator releasing (tip-out) ") by driver from accelerator pedal, it is expected to carry For for the consistent stable deceleration of each accelerator releasing.In order to ensure stationarity and uniformity, in hybrid electric vehicle Engine and motor must work together, the moment of torsion profile (torque profile) of request is delivered to the defeated of speed changer Enter.In the design of some motor vehicle driven by mixed powers, engine and motor are located in same physical axis, but torque transfer characteristics are different. In addition, run in the different microcontrollers connected by communication bus, or in some cases in same microcontroller Single software in run and be not uncommon for for the control algolithm of engine and motor.
It is combined in the physical difference in terms of transmission with the delay as caused by software configuration in transmission that can be in combined torque Produce both range error and phase error.It is final as a result, the moment of torsion for being delivered to speed changer input can be with expected moment of torsion Differ widely.For example, due to the transmission error of combination, can there are obvious peaks or valleys or vibration, so as to be responded in accelerator releasing Aspect produces change.Therefore, it is necessary to which a kind of be used to control the system and method for power transmission system of vehicle to solve these problems.
The content of the invention
At least some embodiments include a kind of method for controlling power transmission system of vehicle, the power transmission system of vehicle Including operable to promote the engine of vehicle and motor.Methods described includes：Make the moment of torsion of motor in response to deceleration request With the first moment of torsion reduction speed from the torque level reduction higher than minimum motor torsional moment；Make engine in response to deceleration request Moment of torsion is with less than the reduction of the second moment of torsion reduction speed of the first moment of torsion reduction speed.
At least some embodiments include a kind of method for controlling power transmission system of vehicle, the power transmission system of vehicle Including operable to promote the engine of vehicle and motor.Methods described includes：When motor torsional moment is higher than minimum value, in response to Deceleration request and engine torque is reduced with the first engine torque reduction speed.When motor torsional moment is in minimum value, ring Engine torque should be made in deceleration request to reduce speed more than the second engine torque of the first engine torque reduction speed Rate reduces.
According to one embodiment of present invention, methods described also includes：When motor torsional moment is higher than minimum value, in response to subtracting Speed is asked and makes motor torsional moment to reduce more than the moment of torsion reduction speed of the first engine torque reduction speed.
According to one embodiment of present invention, the second engine torque reduction speed is equal to the torsion of the moment of torsion of operator demand Square reduction speed.
According to one embodiment of present invention, methods described also includes：When power transmission, which ties up to, to be run in gap area, Make engine torque to reduce less than the trimotor moment of torsion reduction speed of the second engine torque reduction speed.
According to one embodiment of present invention, methods described also includes：Turned round in engine torque with trimotor Square reduction speed increases motor torsional moment while reduction so that the moment of torsion of operator demand is constant after gap area finishes 's.
According to one embodiment of present invention, methods described also includes：Finished in gap area and PWTN is with steady After state operation, keep motor torsional moment and engine torque constant.
At least some embodiments include a kind of system for controlling power transmission system of vehicle, the power transmission system of vehicle Including operable to promote the engine of vehicle and motor.The system includes control system, and the control system is included at least One controller, the control system are configured as：Make engine torque in response to deceleration request with the first engine torque Reduction speed reduces, and makes motor torsional moment in response to deceleration request with the moment of torsion more than the first engine torque reduction speed Reduction speed more than the minimum motor torsional moment reduce.
Brief description of the drawings
Fig. 1 shows that the mixing with the control system that can realize the method according to embodiment described herein is moved The schematic diagram of a part for power electric vehicle；
Fig. 2 shows the schematic diagram of the control system framework according to embodiment described herein；
Fig. 3 shows the various power of the embodiment according to the system and method according to embodiment described herein Train Parameters time history plot；
Fig. 4 shows the flow chart of the embodiment and method according to the system of embodiment described herein.
Embodiment
As needed, it is disclosed the specific embodiment of the present invention；However, it should be understood that the disclosed embodiments are only For can by it is various it is alternative in the form of implement example of the invention.Accompanying drawing is not drawn necessarily to scale；It can exaggerate or minimize Some features are to show the details of particular elements.Therefore, concrete structure and function detail disclosed herein should not be construed as limiting, And only as instructing representative basis of the those skilled in the art in a variety of manners using the present invention.
Fig. 1 shows a part for vehicle 10, and as explained in more detail below, vehicle 10 includes that basis can be realized The control system of the method for embodiment described herein.Vehicle 10 includes engine 12 and motor 14, and motor 14 can conduct Motor running can be used as generator operation to receive moment of torsion and export electric energy with output torque.Separation clutch 16 is set Between engine 12 and motor 14.Transmission pump 18 (being in the present embodiment mechanical pump) is connected to motor 14 and by motor 14 Driving.Pump 18 (can be unique transmission pump or can be cooperated with auxiliary pump) provides hydraulic pressure output, with operation point Luxuriant clutch 16 and torque-converters bypass clutch 20 (being cooperated with torque-converters 22).It should be noted that the implementation of the present invention Example is not limited to vehicle frame depicted in figure 1：For example, start clutch can be used or allow moment of torsion to pass through power train Other systems come replace torque-converters 22 and bypass clutch 20.
Vehicle 10 also includes gearbox 24, and gearbox 24 receives the output from torque-converters 22.Bypass clutch 20, bending moment Device 22 and gearbox 24 may make up the ladder multi-ratio transmission (step-ratio different from buncher (CVT) transmission).Gearbox 24 provides output to Driven Gear of Final Reduction Gear transmission device 26 (can be differential mechanism), and to driving Bridge 28 (or more specifically, semiaxis 30,32) and driving wheel of vehicle 34,36 provide moment of torsion or receive from it moment of torsion.As herein Used, term " PWTN " is related to the generation power in vehicle and passes it to the critical piece on road surface.With regard to car For 10, these parts may include (such as) engine 12, motor 14, speed changer 24, Driven Gear of Final Reduction Gear transmission device 26, Driving wheel 34,36 and multiple axles as described below.
A part for vehicle electrical systems include can be used for (such as) to motor 14 provide electric power high-voltage battery 38. Low voltage side, low-voltage battery 40 are connected to available for the partial voltage starting machine 42 for starting engine 12.It should be understood that high electricity Piezoelectric battery 38 and low-voltage battery 40 are a parts for bigger electrical system, and can be provided to the various electric loadings in vehicle 10 Electric power.
In Fig. 1, further it is shown that the output and input of various Vehicular systems.For example, engine 12 is by moment of torsion (teng) and turn Speed (ωeng) both output to engine output shaft or bent axle 13, and separation clutch 16 opposite side, input torque (tmot) With input speed (ωmot) provided input to motor 14 by axle 15.Alternatively, motor torsional moment and rotating speed can represent output and Be not input, in this case, motor 14 can (such as) provided as the replacement of partial voltage starting machine 42 to engine 12 Input torque.When motor 14 is as generator operation, motor 14 can provide electric power to be charged to high-voltage battery 38.
Gearbox 24 receives moment of torsion input (tin) and rotating speed input (ωin) both, its can be engine 12 output, Separate the function of the position of clutch 16, the output of motor 14 and the operation of bypass clutch 20 and torque-converters 22.Gearbox 24 by the outlet side positioned at motor 14 and positioned at torque-converters 22 input side axle 17 and the outlet side positioned at torque-converters 22 Axle 19 come receive moment of torsion input and rotating speed input.Output (t from gearbox 24out) and (ωout) by axle 21, and by difference Fast device gear drive 26 receives and is delivered to driving wheel 34,36 by drive axle 28, and represents final torque output (tfinal) and rotating speed output (ωfinal).Alternatively, during regenerative braking, driving wheel 34,36 provides moment of torsion and passes through the gear Transmission device and by torque back to motor 14.Bent axle 13 and other input shafts and output shaft 15,17,19,21,30,32 with Above-mentioned other power generation or transferring element can be considered as a part for the PWTN of vehicle 10 together.
Fig. 2 shows the schematic diagram of the control system 44 according to embodiment described herein.Vehicle is shown in Fig. 2 System controls or vehicle system controller 46, and Vehicular system control 46 may include single unit vehicle system controller (VSC) or each other Any number of individually hardware control and the software controller of connection.In embodiment shown in figure 2, Vehicular system control Other controllers of system 46 into control system 44 send various signals and receive from it various signals.Such communication can (example As) pass through controller LAN (CAN) progress.Battery is controlled or certain battery is limited as input and carried by battery controller 48 Vehicular system control 46 is supplied to, this can be useful for controlling the charging and discharging of battery 38,40.Transmission control or speed change Device controller 50 provides torque ratio and gearratio and input speed and output speed to Vehicular system control 46.
The motor subsystem 52 including motor 14 and motor control or motor controller 54 is also show in Fig. 2.In addition, Motor control 54 receives regenerative torque request from Vehicular system control 46, and motor torsional moment limitation is passed back into Vehicular system control 46.Brake subsystem 56 includes brake control or brake controller 58, and brake control 58 is with being located at drive axle (see figure Drive axle 28 in 1) on brake 60 communicate, and also communicated with the brake 62 on dead axle.Brake control System 58 communicates with Vehicular system control 46 and exports total braking torque and receive regenerative torque limitation.Finally, shown system Dynamic pedal 64 provides brake request to brake control 58.Although shown in the schematic diagram shown in Fig. 2 it is some input and it is defeated Go out, it will be appreciated that, some controllers or all control that other signals and information can be shown in control system 44 Communicated between device.In addition, some vehicles may include different controller configurations, while still provide for implementing according to this The system administration of the method for embodiment described in text.
As described above, embodiment may include to be used for the PWTN for controlling vehicle (vehicle 10 such as, shown in Fig. 1) System and method.More specifically, embodiment can provide for reducing or eliminating the reduction due to the moment of torsion of operator demand and The mechanism of caused various power train disturbances (for example, can occur during rapidly accelerator releasing).The vehicle shown in reference picture 1 The control system 44 shown in 10 and Fig. 2, will now be described various examples.
Fig. 3 shows curve map 66, and curve map 66 is shown with several of time measurement or estimation vehicle parameter.It is most upper Face is the curve 68 for showing accelerator pedal position；Followed by the curve 70 for the moment of torsion for showing operator demand, operator demand Moment of torsion can be considered as the input torque of speed changer.Then two curves 72,74 respectively illustrate motor torsional moment and engine Moment of torsion.In time (t1) before, accelerator pedal is trampled, and this produces the moment of torsion of positive operator demand, as illustrated by plot 70. In embodiment shown in Fig. 3, the moment of torsion of operator demand has two components：Motor torsional moment and engine torque.Such as curve 72 Shown, dotted line 76 represents minimal torque amount residing when motor can operate, and as represented by its position relative to " zero " line , the minimal torque amount is negative torque.Therefore, in time (t1) before, motor torsional moment output is more than minimum motor torsional moment Torque level.
In time (t1) place, the moment of torsion of operator demand starts to reduce, for example, existing deceleration request.This be probably by In (such as) caused by accelerator releasing, therebetween, vehicle operators remove their pin from accelerator pedal.This shows in curve 68 Go out, wherein, accelerator pedal is inputted in time (t1) start slightly to decline before, then, in time (t1) after rapidly immediately Drop to zero.In time (t1) place starts, the first moment of torsion reduction speed that motor torsional moment is indicated with the line segment 78 on curve 72 is anxious Reduce acutely.Comparatively speaking, engine torque is reduced with the second moment of torsion reduction speed or the first engine torque reduction speed, such as Indicated by line segment 80 on curve 74.As shown in figure 3, the first engine torque reduction speed, which is less than motor torsional moment, reduces speed Rate.As shown at the top of curve map 66, time (t1) and time (t2) between period with engine torque reduce and horse Reduce both up to moment of torsion to be characterized.Although for different vehicles, different PWTNs, total operator demand's Moment of torsion reduction speed may be different, or even can change in same vehicle with event change, but work as driver's accelerator releasing When, an example of the moment of torsion reduction speed of total operator demand can be in 1000 newton metre per second (m/s)s (Nm/s) to 1200 newton In the scope of metre per second (m/s).
In the embodiment shown in fig. 3, in time (t1) and time (t2) between period in, motor torsional moment reduce speed Rate (see line segment 78) is more than the moment of torsion reduction speed of the total operator demand indicated by the line segment 82 on curve 70.Compare and Speech, the first engine torque reduction speed (see line segment 80) are less than the moment of torsion reduction speed of operator demand.However, it is overall and Speech, motor torsional moment and engine torque and the moment of torsion equal to operator demand, therefore, motor torsional moment reduction speed and engine Moment of torsion reduction speed and the moment of torsion reduction speed with total operator demand match.Implement to subtract the moment of torsion of motor and engine Small speed reduces strategy using the moment of torsion of different values and helps to be reduced or eliminated (such as, using shown in curve 72,74) The two torque generation devices may when being operating as with the speed of phase same rate or very close phase same rate reduction moment of torsion Phase delay and the power train disturbance of appearance.
In time (t2) place, the moment of torsion of operator demand still as one man reduces, as indicated by the line segment 84 on curve 70； However, as shown in curve 72, motor torsional moment has reached minimum motor torsional moment (as indicated by the line segment 86 overlapped with line 76).Most Fractional motor moment of torsion can be (such as) function of the state-of-charge of the electromechanical properties of motor and battery, although other factorses may also This value can be influenceed.Can desired operation motor cause motor torsional moment to will comply with dashed curve 87；However, this is turned round less than minimum motor Square and beyond the operating area of motor.Due in time (t2) place's motor torsional moment reached its minimum value, therefore motor torsional moment In (t2) arrive (t3) the whole period in keep it is constant.Therefore, within the time period, engine torque is needed with more previous than its The faster speed of speed of reduction reduces, to keep the moment of torsion reduction speed of desired operator demand.Specifically, start Machine moment of torsion is with the 3rd moment of torsion reduction speed or the second engine torque reduction speed more than the first engine torque reduction speed Reduce.This is indicated by the line segment 88 of curve 74.In (t2) and (t3) between period in, because motor torsional moment does not reduce, So the second engine torque reduction speed is equal to the moment of torsion reduction speed of the moment of torsion of operator demand.The top of curve map 66 shows (t is gone out2) and (t3) between period only by engine torque reduce characterized by.
(t3) and (t4) between period (lash crossing) is passed through by gap characterized by, i.e. in PWTN Power train gear teeth or other interaction parts may tend to contact period.(such as) due to moment of torsion Direction change is it is possible that gap.As is generally known in the art be used for detect PWTN when will run into gap pass through it is various Method.In embodiment described herein, a kind of method can be：Adjustable torque value (for example, 30Nm) is set so that When closely this is horizontal or horizontal in this for the moment of torsion of operator demand, will implement to reduce torsion during passing through in gap The control of square.
As shown in the line segment 90 on curve 70, during being passed through in gap, the moment of torsion of operator demand is negative from being turned on the occasion of change Value.Due to it is expected smoothly to pass through gap area, therefore such as control system of control system 44 can be configured as wearing in gap Reduce the moment of torsion reduction speed of the moment of torsion of operator demand during more.As shown in the line segment 92 of curve 72, through this region When, motor torsional moment is held constant at its minimum value.For this reason, it is necessary to further the moment of torsion reduction speed of engine is decreased to 4th moment of torsion reduction speed is to match the change of the moment of torsion reduction speed of operator demand.In other words, during being passed through in gap, hair The moment of torsion of motivation is with less than the reduction of the trimotor moment of torsion reduction speed of the second engine torque reduction speed；This is by curve 74 On line segment 94 indicate.
In (t4) and (t5) between period in, the moment of torsion of operator demand has reached minimum value and no longer reduced； This is indicated by the line segment 96 on curve 70.However, within this identical period, as indicated by the line segment 98 on curve 74, Still in reduction, (in the embodiment shown in fig. 3, engine torque is still reduced engine torque command with trimotor moment of torsion Speed reduces).Therefore, in order that total operator demand moment of torsion keep it is constant, make within the time period motor torsional moment from its It is necessary that minimum value, which starts increase,.This is indicated by the line segment 100 on curve 72.Due to the sum of motor torsional moment and engine torque The moment of torsion equal to total operator demand is needed, so motor torsional moment is controlled such that the rate compensation hair of motor torsional moment increase The speed that motivation moment of torsion reduces, this makes the moment of torsion of operator demand keep constant.
In time (t5) place, after passing through completion in gap, input torque is in its steady-state value (quiescent Value), i.e. PWTN is with steady-state operation.During this period, the loss of power train is by engine torque and motor torsional moment Combination compensates so that engine torque and motor torsional moment and equal to transmission input torque.In the embodiment shown in Fig. 3 In, the moment of torsion of operator demand is constant, and therefore, both motor torsional moment and engine torque are also constant, and motor With engine to cause their moment of torsion sum is equal to the horizontal of the moment of torsion of operator demand to operate.
Fig. 4 shows flow chart 102, and it illustrates the method according to embodiment described herein.This method can (example As) realized by control system (control system 44 such as, shown in Fig. 2).This method starts at step 104, then Decision box 106 is marched to, at decision box 106, determines whether existing driver's accelerator releasing.If there is no accelerator releasing, then This method terminates at step 108.Although use the accelerator releasing of operator demand can be how as the moment of torsion of operator demand The example of reduction, but deceleration request can be received because of others input by the controller in PWTN.
If determining that driver's accelerator releasing has occurred and that at step 106, this method marches to decision box 110, is sentencing Determine at frame 110, determine whether motor is being operated with the torque level horizontal less than or equal to minimum motor torsional moment.If no Be, then this means motor can be used for engine cooperate to reduce powertrain torque in response to deceleration request, And this method will march to step 112.As described in detail above, when motor is being exported more than minimum motor torsional moment During moment of torsion, the general procedure in response to deceleration request is with relatively fast while engine torque is reduced with slower speed Speed reduces motor torsional moment.In order to keep the moment of torsion reduction speed of engine relatively low, disabling engine ignition delay.So Afterwards, at step 114, engine torque command is arranged to reduce (ramp out) with relatively low rate ramp.
At step 116, carry out order engine using the torque command set at step 114；This is by the curve in Fig. 3 74 line segment 80 indicates, wherein, engine operates according to the first engine torque reduction speed.As shown in flow chart 102, step 116 can describe according to following formula：Teng_cmd=filt (Tdrv_dem).Specifically, filtered using the moment of torsion as operator demand The engine torque command of form afterwards controls engine.In examples presented above, wherein, total operator demand's Moment of torsion is reduced with 1000Nm/s to the 1200Nm/s order of magnitude, and (it is step 116 place to the moment of torsion of the operator demand after being filtered Engine torque command) can be reduced with about 250Nm/s speed.
As described in detail above, when motor torsional moment is with higher than the levels operation of minimum motor torsional moment, motor torsional moment will Subtracted in response to deceleration request with the moment of torsion bigger than the first moment of torsion reduction speed set at the step 114 in flow chart 102 Small speed reduces.As more than in addition described in, it is motor torque command and engine torque command and equal to operator demand Moment of torsion；Therefore, at step 118, order motor torsional moment reduces according to following formula：Tmot_cmd=Tdrv_dem–Teng_estimate, it makes Motor torque command is determined with the estimation of engine torque.It is directed to sum it up, step 112 to 118 follows above by reference to Fig. 3 (t1) and (t2) between the process that describes in detail of period.After step 118, this method terminates at frame 108.
Fig. 4 is returned to, is operated if determining motor at decision box 110 with minimum motor torsional moment, this method is advanced To step 120.Ensuing three steps and the (t shown in Fig. 32) and (t3) between (that is, motor torsional moment is with most period One in the period of fractional motor torque operation) it is generally corresponding.At step 120, engine ignition delay is enabled.This subtracts Small engine power simultaneously allows engine to reduce moment of torsion with relatively fast speed.At step 122, using will turn round engine Order that square is reduced with relatively fast rate ramp sets engine torque, and the order is performed at step 124.It is specific and Speech, at step 124, according to following formula come order engine torque：Teng_cmd=Tdrv_dem–Tmotor.For the formula, driver needs Controller input of the moment of torsion asked based on accelerator pedal position, transmission gear etc. is known.Because motor is with minimum Motor torsional moment operates, so motor torsional moment is also known.Therefore, engine torque command can be readily determined, and due to Motor torsional moment is constant, so engine torque, which reduces, to match the reduction of operator demand.Engine is within the time period Operating and the second engine torque reduction speed it is corresponding (as shown in the line segment 88 on the curve 74 in Fig. 3).Step 124 it Afterwards, this method terminates at frame 108.It describe in detail above with reference to Fig. 3 and continue deceleration in vehicle and pass through gap area And used control process when entering steady-state process.
Although described above is exemplary embodiment, it is not meant as these embodiments and describes all of the present invention Possible form.More properly, word used in the description is descriptive words and non-limiting word, and be should be understood that , various changes can be made without departing from the spirit and scope of the present invention.In addition, the reality of various implementations can be combined The feature of example is applied to form the further embodiment of the present invention.

Claims (15)

1. a kind of method for controlling power transmission system of vehicle, the power transmission system of vehicle includes to operate to promote car Engine and motor, methods described includes：
In response to deceleration request, make the moment of torsion of motor with the first moment of torsion reduction speed from the torque level higher than minimum motor torsional moment Reduce；
In response to deceleration request, the moment of torsion of engine is set to subtract with the second moment of torsion reduction speed less than the first moment of torsion reduction speed It is small.
2. the moment of torsion of engine is reduced with the second moment of torsion reduction speed includes disabling Engine ignition postpones.
3. the method as described in claim 1, in addition to：When motor exports minimum motor torsional moment, make the torsion of engine Square keeps the constant torque of motor to reduce more than the 3rd moment of torsion reduction speed of the second moment of torsion reduction speed.
4. method as claimed in claim 3, wherein, the moment of torsion of engine is reduced with the 3rd moment of torsion reduction speed includes enabling Engine ignition postpones.
5. method as claimed in claim 3, wherein, the moment of torsion that the 3rd moment of torsion reduction speed is equal to the moment of torsion of operator demand subtracts Small speed.
6. method as claimed in claim 5, in addition to：When PWTN is just run in gap area, reduce and drive The moment of torsion reduction speed of the moment of torsion of member's demand.
7. method as claimed in claim 6, in addition to：When being run in the PWTN gap area, make hair The moment of torsion of motivation is with less than the reduction of the 4th moment of torsion reduction speed of the 3rd moment of torsion reduction speed.
8. method as claimed in claim 7, in addition to：The moment of torsion of motor is set to increase from the minimum motor torsional moment so that The moment of torsion that power transmission ties up to operator demand after the operation in the gap area is completed is constant.
9. method as claimed in claim 8, in addition to：Complete and move in the operation that power transmission is tied up in the gap area After power power train is with steady-state operation, the moment of torsion of motor and the constant torque of engine are kept.
10. a kind of method for controlling power transmission system of vehicle, the power transmission system of vehicle includes operating to promote The engine and motor of vehicle, methods described include：
When motor torsional moment is higher than minimum value, in response to deceleration request, engine torque is set to reduce speed with the first engine torque Rate reduces；
When motor torsional moment is in the minimum value, in response to deceleration request, make engine torque to be turned round more than the first engine Second engine torque reduction speed of square reduction speed reduces.
11. a kind of system for controlling power transmission system of vehicle, the power transmission system of vehicle includes operating to promote The engine and motor of vehicle, the system include：
Control system, including at least one controller, the control system are configured as：Make engine in response to deceleration request Moment of torsion is reduced with the first engine torque reduction speed, and makes motor torsional moment in response to deceleration request to start more than first The moment of torsion reduction speed of machine moment of torsion reduction speed more than the minimum motor torsional moment reduce.
12. system as claimed in claim 11, wherein, the control system is additionally configured to：When motor exports minimum During motor torsional moment, engine torque is set to subtract with the second engine torque reduction speed more than the first engine torque reduction speed It is small.
13. system as claimed in claim 12, wherein, the second engine torque reduction speed is equal to the moment of torsion of operator demand Moment of torsion reduction speed.
14. system as claimed in claim 12, wherein, the control system is additionally configured to：When power transmission ties up to gap When being run in region, make engine torque with the trimotor moment of torsion reduction speed less than the second engine torque reduction speed Reduce.
15. system as claimed in claim 14, wherein, the control system is additionally configured to：Engine torque with Trimotor moment of torsion reduction speed increases motor torsional moment while reduction so that the operator demand after gap area finishes Moment of torsion be constant.
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